PetrolDave

They didn't have a Battery Management System, so there is nothing to code! AFAIK they didn't have stop/start so didn't need a BMS.

The 20 and A5 mount differently onto the windscreen, so as well as the different camera you need a different windscreen - unless (like some have done) you are happy with a less then 100% secure mounting for the A5.

On the Octavia 3 you need to follow the section titled 19-CAN Gateway using CAN

It's unlikely that the factory will know what discount any customer has negotiated with a dealer - the contract is with the dealer not the importer and certainly not with the factory.

If Halfrauds don't automatically do this simple change then they really shouldn't be fitting batteries to any vehicle with stop/start (AFAIK they all have some form of Battery Management System).

If the battery is the same Ah rating and the same type (EFB or AGM) then it's simply a matter of changing the battery serial number in the BMS module by 1. That's tells the BMS that a new battery is fitted.

Three drivers being spoken to by the stewards for not taking notice of waved yellow flags at the end of Q3. Verstappen passed 2 waved yellow flags which would in normal circumstances mean his lap time would be taken away - but I'm not expecting that to happen in this instance...

Be much easier to help if you tell us what car you have and what model year it is.

That's exactly what happened on my Vauxhall Corsa GSi 16V - the dealer replaced the cambelt but not the tensioner then 2 days later the tensioner failed and 12 of the 16 valves got bent. Fortunately I had taken out the extended warranty so had a new head & valves fitted at no cost to me.

They are in several forums e.g. Octavia 3, Ask A Tech, Diagnostics & VCDS, ....

??? You implied in your previous post that you have access to VCDS ???

A VCDS Auto-Scan will tell you...

There have been many reports on briskoda of the OBDEleven apps making incorrect coding changes - so I think it would be prudent to upgrade to the Pro version and manually make the required changes yourself.

@varaderoguyWhat makes you think that the A5 camera is needed for HBA? As you can see from my earlier post it also works with the 20 camera on 'my' 2015 Octavia.

A CHMSL (Center High Mounted Stop Light) was mandatory is the US in 1988 so most car manufacturers that sold in the US fitted then to cars sold in other markets too. Even 1998 is 23 years ago, and the vast majority of cars on the roads are a lot younger than 23 years - so my argument that 3 brake lights cannot be confused with 2 rear fog lights is still valid.

A 3rd brake light has been mandatory on new designs in the EU even before I started work for an automotive consultancy back in 1988 - there can't be that many cars still on the road that were designed before then and hence have only 2 brake lights. IMHO fitting a single rear fog light (on the centre or offside) is nothing more than a cost saving exercise (for example, my first Audi B6 A4 had 2 rear fog lights but as part of a midlife "facelift" they removed the nearside rear fog light but after customer complaints they restored 2 rear fog lights on the Audi B7 A4).

I've never understood that reasoning - there are 3 brake lights (left, right and high mounted centre) but only a maximum of 2 rear fog lights...

Diagnostic Trouble Code

The stewards IMHO seem to have a 'blind spot' regarding Verstappen but have 20:20 vision regarding Hamilton. I'm increasing seeing Verstappen in the same vein as Michael Schumacher - a brilliant driver who feels the need to cheat - which saddens me as anyone that doesn't win the title World Champion in a fair fight isn't worthy of that title IMHO.

The problem i had was not in the motor/servo but in the two levers that connected the motor to the flap. The joint where those levers should swivel freely had rough sections left over from being moulded which would sometimes cause them to jam - so the motor moved freely (using VCDS output test not by hand, the gear ratio makes the effort required very large) when disconnected from them and the flap could be moved freely by hand - so for me the problem was clearly in the mechanism, and solving that saved the cost of a new motor!

With the motor disconnected can you move the flap easily by hand? I had a similar problem on an earlier car where the mechanism between the motor and the flap could jam, I had to remove some moulding flashes on the plastic parts of the mechanism to stop it jamming.

Exactly what I did and it worked every time.

Given that IIRC there has only been mention of one report on here of a cambelt failure on an EA211 engine you're not going to get any significant information from that question. IMHO it would be more useful to ask how long people have been running with the original cambelt (times and miles/km) as that would elicit more replies. Having said all that as this is a negative clearance engine (like the vast majority of modern engines the piston will hit a mistimed valve) the effect of cambelt failure will be many times more expensive than a precautionary cambelt change IMHO.

Exactly.

Given the lack of consistent information from VAG importers about the cambelt life on the EA211 (some say it's for life, some including the UK Skoda importer say 5 years or 50K miles) I chose to bite the bullet and have the cambelt replaced after 5 years - and declined the offer to replace the water pump as (unlike on the 2.0 TSI) it's on the other end of the engine and reports of it failing are very rare.